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VOLUME 63
OCTOBER /
NOVEMBER
2014
7
NO.
Vessels highlighted
Karina
Shabab Oman II
The vision of
George Galloway
Business Development Director,
The Well Academy
Special
Offshore &
Offshore Energy 2014
FIRST HYBRID PROPELLED FSIV2000 OF SHIPYARD DE HOOP
EXCEEDS EXPECTATIONS
© Reprinted from Maritime by Holland Magazine, No. 7 October/November 2014, www.maritimeholland.com. Publisher: Navingo BV, www.navingo.com
Builder
Shipyard De Hoop, Lobith, the Netherlands
Principal particulars
Length o.a.
Length bpp.
Length wl.
Beam mld.
Depth mld.
Draught design
Speed trail
Passenger & cargo capacities
Deadweight (T = 4.5m)
Deck area
Passengers (seated)
Crew
Tank capacities
Fuel oil
Optional increase to
Fresh water, potable
55.17 m
49.81 m
50.51 m
9.00 m
4.50 m
3.10 m
21.3 kn
210 t
200 m2
100 persons
8 persons
40 m3
200 m3
5 m3
Around the turn of the year 2012 and early 2013 Shipyard De Hoop signed a contract for the
construction of seven Fast Supply Intervention Vessels (FSIVs) with yard numbers 453 to 459.
Exactly on schedule, on March 5th and 7th 2014, a double celebration with the successful launching
of the first two hybrid propelled FSIVs (YN 455 & 456) was performed in respectively Rotterdam and
Waterhuizen, the Netherlands. The sea trails on the first FSIV, mv Karina, were conducted during
the first week of July 2014 and the results of the tests exceeded expectations. After a short period
following the sea trails, the last items were completed.
The delivery schedule of the seven FSIVs has
an extremely short lead time: with the first two
vessels just completed, the delivery of the other
five vessels is spread over the last quarter of
2014 and the first quarter of 2015. The outfitting
and commissioning of the vessels will be split
between the two De Hoop locations. The hulls
of YN453, YN455, YN 357 and YN459 were
built in Rotterdam at the CSR facility, whilst the
steel plates and profiles have been delivered by
De Boer Staal from Uitgeest, the Netherlands.
The outfitting of these four vessels will be
performed at De Hoop, Lobith. The remaining
hulls YN454, YN456 and YN458 were produced
at the Pattje yard in Waterhuizen and will later
be outfitted at De Hoop, Foxhol. The vessels are
powered by a unique hybrid diesel-direct/dieselelectric system and designed to meet stringent
environmental control.
The general concept and design
Typical for this De Hoop design, the FSIV2000, is
the performance focus on 'speed keeping' instead
of 'top speed'. Where other FSVs and FSIVs have
a higher top speed that collapses as soon as they
take on cargo weight, the full-displacement De
Hoop design maintains its speed independent of
draught or cargo weight. The power-resistance
curve, analysed post sea trails, demonstrates the
high efficiency and increased 'bite' of the applied
'high-torque/large diameter/low rpm' propellers.
One consideration in using two instead of more
(smaller) propellers was the increased resistance
of the number of appendages under water versus
the efficient blade area. Another aspect was
the relative stability of the momentum of these
propellers and their independence of draught
and cargo weight on board. Water jets were also
considered to be unsuitable as their efficiency
only reaches its full potential at speeds above
approximately 40 knots.
Furthermore, the multi-chine all-steel hull of
Karina is optimised for fuel efficient operations
during both transit and DP modes. The vessel
is powered by a sophisticated hybrid dieseldirect/diesel-electric system, which makes it
very environmentally friendly from the outset.
The steel hull construction is built according
Det Norske Veritas Germanischer Lloyd's High
Speed Craft (HSC) rules. To obtain a highstrength lightweight hull the builders used High
Tensile Steel in combination with sophisticated
construction techniques. However, there
were a number of other considerations in
constructing the ship entirely from steel. The
first considerations were based on the simple
facts that steel costs less than aluminium and
is easier to repair, requiring less advanced
equipment and techniques. Other advantages
of steel are its resistance to impacts and its
versatility, making the vessel suitable to be
further customised for example for fire-fighting
purposes. An additional advantage, in a world
where terrorism and piracy are ever present,
could be that steel is relatively easier to be made
bulletproof. That is . . . to a certain extent.
The small entrance angles of the waterlines
and the 'long' bowlines have the additional
advantage of improved seagoing characteristics
and thus less speed loss in more challenging
sea states. Even at a speed of 20 knots the
accelerations remain well within the comfort
levels, while the extended flaired upper bow
profile reduces the amount of green water and
makes for a dryer ship. This Hybrid propulsion
configuration resulted in an impressive
reduction in fuel consumption: compared to
many other modern FSVs and FSIVs of fellow
MARITIME BY HOLLAND MAGAZINE OCTOBER / NOVEMBER 2014 PAGE 043
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KARINA
propelled
configuration''
shipyards as much as 40% less fuel consumption
is achieved. Further fuel savings in the hull
shape are achieved by applying a bulbous bow
and the (optional) Hull Vane. The Hull Vane,
developed by Van Oossanen Naval Architects,
consists of a fixed foil positioned below the hull
behind the rudders, fitted by means of struts.
For this FSIV a further reduction in power
consumption, ranging from 11 per cent to 15 per
cent depending on the speed, can be achieved.
At higher speeds and increasing wave heights
is where the advantages of the Hull Vane come
into play. An additional pleasing characteristic
of the Hull Vane is the stabilising effect in head
seas, due to the inhibitory influence of the foil
to the vertical motion: thus reducing heave and
pitch. By applying both the hybrid propulsion
system and the Hull Vane, De Hoop generated
a vessel which, at optimal speed, only requires
about half the fuel capacity of other FSIVs in the
market.
Cargo facilities
The FSIV2000 is developed for the combined
transport of deck cargo and passengers to
offshore oil fields.
The vessel boasts a 200 square metres aft main
deck, which has the capacity to carry up to 200
tons cargo. This deck mounted cargo is well
protected by the forward superstructure, high
Ergonomically designed consoles provide a good view of the instruments and ease of operation
freeboard and side funnels. A second cargo
area of 40 square meters, located forward of
the accommodation, is protected to a certain
extend by a 'cage-structure', consisting of a high
bulwarks/coaming construction and two strong
longitudinal tubes at a higher level between
the structure and the bow. Fittings and lashing
points for sea fastening one 20 feet container are
provided on the foredeck.
The hold, between aft peak and engine room,
can carry stores, spare parts or equipment,
which can be loaded and unloaded through
a flush deck hatch. For the transport of liquid
cargo, the yard also offers a variety of options
for below-decks tank configurations. Karina
is merely one example of the available cargo
Two Caterpillar diesel engines are connected directly or indirectly to the propellers
configurations and models for this FSIV,
ranging in deadweight capacity from 200 up to
400 tons.
Passengers and crew
Below deck, in the hull compartment forward
of the engine room, is where we find the crew's
accommodation, consisting of four cabins with
two berths each. The interior of the cabins is
designed to the current standards in the 24/7
offshore industry and access to internet, radio
and television is provided. All cabins have
individually controlled air-conditioning and
adjoining private bathrooms. To the aft of this
compartment are the crew's combined pantry
and mess/dayroom, as well as a provision
storage room.
The superstructure itself comprises of two
levels: main deck and wheelhouse deck. It
is positioned a quarter of the ship's length
behind the bow, where the acceleration levels
are at their lowest. The lower superstructure
level (on main deck) is fully dedicated to the
passengers and is outfitted with 100 luxury
seats, ample luggage storage, toilets and a selfservice buffet. 'On-demand' music and video
entertainment facilities are provided for each
passenger in the style of an aircraft businessclass cabin. Although Karina provides 100
square metres of day accommodation for
passengers, alternatively De Hoop offers an
accommodation format with passenger cabins
instead of chairs. This twin-deck passenger
accommodation option provides 'overnight'
berths for sixteen people.
On the bridge deck ergonomically designed
consoles provide a good view of the instruments
and ease of operation of all equipment. The
wheelhouse windows are specially designed to
The complete anchor and mooring assembly
is delivered by Machine- & Lierenfabriek
Kraaijeveld from Sliedrecht. The anchors are
provided by Wortelboer from Rotterdam.
Engine room and propulsion
Karina has a fully hybrid propulsion system,
which drives the vessel in diesel-electric mode
at low(er) speeds and in diesel-direct mode
at high(er) speeds. Power is generated by two
Caterpillar 3516 diesel engines of 2,350kW at
1,800 rpm each, which are connected directly
or indirectly to two fixed-pitch large diameter
propellers as is required. This versatility ensures
fuel consumption is reduced to a minimum,
while 'speed-keeping' is guaranteed whatever
the draught or cargo weight.
The interior of the cabins is designed to the current standards in the 24/7 offshore industry
provide optimal 360 degree visibility. Whilst
the front and side windows are half-height,
the aft windows are full height, providing
good visibility on cargo loading or unloading
activities when on DP. The bridge itself features
a central navigation island with two consoles
on either side separated by a corridor through
which the helmsman's seat can move on rails.
The Karina is equipped with a comprehensive
navigation and communication package,
supplied by Alphatron Marine.
On both sides of the open deck aft of the
accommodation are the engine room
ventilation casings. The life rafts are to be found
in dedicated cradles forward on wheelhouse
deck. Outside on B deck (wheelhouse deck)
is the Man-Overboard-Boat (MOB) complete
with its dedicated davit installation on portside.
With this technically advanced ship, Shipyard
De Hoop's knowledge and experience in luxury
cruise vessels is reflected in the high standard of
accommodation outfit. This includes low noise
and vibration levels to provide everybody on
board with an exceedingly high level of comfort.
As a result of the design of the vessel and its
propulsion configuration, in combination with
a sophisticated insulation system, none of
the accommodation exceeds a sound levels of
58dB(A) at full speed.
''Focus on 'speedkeeping' instead of
'top-speed'''
Anchoring and mooring equipment
Anchoring and mooring equipment is provided
as is required by authorities. The semi-sheltered
foredeck features a bow anchor, controlled by an
electro-hydraulic anchor winch with a steel wire
storage drum. The layout of the forward anchor
equipment is also provided with a windlass
on portside for handling mooring ropes.
Furthermore, to the deck sides are two bollards,
one on each side, for mooring purposes.
On the main cargo deck on either side are
two more bollards: one of which is just aft of
amidships, whilst the other is aft near the stern
and integrated in the bulwark, for mooring
purposes.
The anchor is a super high holding power
Pool TW anchor of 185 kilogrammes capacity.
At low speed and during manoeuvring, only
the portside diesel engine will be used to drive
a generator. The generator, in turn, delivers
power, via a DC-bus switchboard, to two
electric motors. These e-motors are coupled to
the gearboxes that each drive a propeller shaft.
Hence, in this 'low-speed'-mode with both
diesels disengaged from the gearbox, the two
high-torque propellers are electrically driven.
In this mode the starboard engine is completely
shut down, providing fuel savings at low speed
up to approximately twelve to 13 knots and
when in Dynamic Positioning mode. For this
reason, the maximum speed in diesel-electric
mode is restricted to 13 knots. To achieve this
speed, a mere 410 kW of power is required,
which is reflected in a fuel consumption of less
than 150 litres per hour.
At higher speed, both Caterpillars will engage
with the gearboxes to provide their power
directly to the two propellers. In this 'highspeed'- or 'diesel-direct'-mode, the two
propellers are capable of producing up to 3.7 mW
The lower superstructure level, fully dedicated to the passengers, is outfitted with luxury ScheGro seats
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''Unique hybrid
with 200 metric tons payload in total. This
allows the FSIV to realise a maximum speed
of 21.3 knots with these particular propellers.
As an option for this type of vessel, De Hoop
also offer a configuration with 'fast' (high rpm)
propellers, providing a maximum speed of
over 25 knots. However, in this configuration,
the additional speed slightly reduces the 'speed
keeping'-qualities of the vessel.
When going from lower speed to full-throttle the
smart power-management system automatically
switches from diesel-electric to diesel-direct
mode, resulting in rapid acceleration. The side
funnels on either side of the cargo deck house
the wet exhaust lines of the diesel engines that
go overboard above main deck.
The harbour generator set, a Caterpillar C4.4
of 99kW, is located in the engine room to
starboard side.
The tunnel bow thruster, a fixed pitch Veth
VT-150 unit driven by an electric motor of 135
kW, completes the propulsion system. Basically
having a DP1 notation, this hybrid propulsion
configuration offers the optional advantage of
an easy upgrade to DP2.
Evidence provided
Following successful trail runs, the De Hoop
concept of two high-torque propellers with a
larger diameter under a multi-chine hull must
As the design of the FSIV allows for lifitng it with a crane, docking has become almost obsolete
be acknowledged as a proven configuration.
Achieving what theoretically was believed
impossible with this type of hull, being reduced
hull resistance, low bow wave crest and the
'speed-keeping' characteristics, their colleagues
in the industry must look upon the De Hoop
designers with a new respect.
Tom Oomkens
Subcontractors and suppliers of equipment
fitted on board the Karina - YN 455
Alphatron Marine, Rotterdam
AMW-Marine, Hendrik-Ido-Ambacht
Anchor Insurance Rotterdam, Rotterdam
Axces, Tholen
Chemetall, Oss
Datema Nautical Safety, Delfzijl
Boer Staal, De, Uitgeest De Vries Piping & Construction,
Krimpen aan den IJssel
Delade, Doetinchem
Det Norske Veritas Germanischer Lloyd,
(DNV-GL), Rotterdam
ECC, Ede
Econosto Nederland, Rotterdam
Technology, Kolham
Facet International, Almere
Famos, Gdansk, Poland
Gevier Dales, Doetinchem
Heinen & Hopmann, Bunschoten-Spakenburg
Intercontrol, Arnhem
Jac de Vries Gesta, Middenbeemster
Jan de Witt, Bussum
Kieboom, Werkendam
Kraaijeveld C, Machine- & Lierenfabriek,
Sliedrecht
Kroeze Maritiem, Delfgauw
LiteCore, Aars, Denmark
Metos, Ruurlo
Minimax, Almere
NRF, Mill
Pharos Engineering, Vlissingen
Pon Power, Papendrecht
Poseidon, Barendrecht
Reikon, Spijkenisse
Reintjes Benelux, Antwerp, Belgium
Rietveld Hydraulics, Sprang-Capelle
Roelofs, Nijverdal
Rubber Design, Heerjansdam
Schegro, Zwijndrecht
S.I.N., Oranjewoud
Temaro, Rotterdam
TOP Training, Boskoop
Trinoxx, Hardinxveld-Giessendam
VDI Isolatie, Ridderkerk
Verhagen IT Group, Lobith
Veth Propulsion, Papendrecht
Viking Life-Saving Equipment, Zwijndrecht
Winel, Rotterdam
Winteb, Winschoten
Wortelboer, Rotterdam
: nautical navigation and communication
equipment; thruster controls
: propellers
: building insurance
: exhaust silencer
: anodes
: safety plan; life saving equipment; fire
fighting equipment
: steel plates and profiles
: piping installations
: cabinetry
: classification
: preservation work
: valves
: electrical installation; electro motors
: bilge water separator
: doors incl. locks
: sanitary systems; bathrooms
: HVAC
: volume and flow gauges
: boiler
: ceilings
: helmsman's seats
: anchor winch
: mud box
: interior and steel panelling
: galley equipment
: FM 200 system
: coolers
: hull construction drawings
: Caterpillar main engine
: propulsion and steering systems
: Azcue pumps and Ueberall UV sterilizer
: Reintjes reduction gearbox
: hydraulic piping for steering gear
: st.st. railing work
: flexible suspensions
: passenger seats
: propellor shaft system
: sun blinds
: SOPEP manual
: modular interior bulkheads; floors; welded
window frames
: delivery and installation of insulation
materials
: satcom and internet
: bow thrusters; Z-drives
: life rafts
: flame arrestors
: air pipe heads
: bow anchor and steel anchor wire